Turbodrive and control



Feb. 10, 1942. H. SCHJOLIN 2,272,434

TURBODRIVE AND CONTROL Filed Feb. 9, 1938 5 Shee ts-Sheet 1 3nventor%;75 Se b/ZZZ Gttornegs Feb. 10, 1942. SCHJQLIN TURBODRIVE AND CONTROLFiled Feb. 9, 1938 5 Shee'ts-Sheet 2 3nventorr Ill y Y (Ittornegs Feb.10, 1942. H. SCHJOLIN 2,272,434

TURBQDRIVE AND CONTROL Filed Feb. 9, 1938 5 Sheets-Sheet 4 ZSnnentor Ial 4115509571222; I (Itt omegs Feb. 10, 1942. H. SCHJOLIN TURBODRIVE ANDCONTROL Filed Feb. 9, 1958 s Sheets-Sheet 5 laments:

4 W (Ittomegs Patented Feb. 10, 1942 2,212,434 'rcaaonarvc AND commonHans Scbjolin, Pontiac, Mich, assignor, by mesne assignments, to YellowTruck & Coach Manufacturing Company, Pontiac, Mich., a corporation oiMaine Application February 9, 1938, Serial No. 189,596

12 Claims. (Cl. 192-32) The invention relates to motor vehicles, andmore particularly to an improved compact grouping 01' the drivingmechanism for large, heavy vehicles such as buses, trucks and tractors.

In passenger buses in particular it is essential to arrange the drivemechanism in a space which shall detract the'least from the pay loadspace, and while vehicles having transversely mounted power plants atthe rear are known in the art, the present invention embodies aspecific, improved arrangement, which, while including structures forthe most part in general use and of conventional character, myarrangement imparts the drive to the vehicle wheels through a systemwhich provides the least wastage of effort in power conversion from atransversely driving and torque converting assembly, in that the finaloutput shaft receives its drive from the main centerline of the primarydrive assembly.

A further novelty herein is the adaptation of the turbine form oftorque-converter to the above noted form of drive, so that'there is theleast wastage of axial space consumed by the primary power group; theadded utility of providing for accessibility for replacement andassembly of the groups, and the novel nature of the power plantcombination which provides adequate accessory unit drive at the end ofthe primary power group remote from the engine.

Further objects in the application of operatoroperated interlockingcontrols for the above forms of driving mechanism are achieved herewith,in the prevention of wrong motion, and in the coordination of foot andhand operated ele-' ments, wherein the said interlocking means areconnected with fluid pressure servo devices to accomplish the shifts ofdrive between direct and converter positions.

Additional objects and advantages will appear in the following detaileddescription when considered in connection with the accompanying drawingswhereintion clutch used as a modification of the direct drive clutch ofFigures 2 and 4, and identical in construction with the friction clutchC 0! Figure 2.

Figure 6 is an operation diagram, schematic insofar as the generalarrangement 01' the control elements are concerned, but giving theoperator's hand and foot operated controls in elevation and partsection.

Figure 7 is a longitudinal section of the servo control valving ofFigure 6.

Figure 8 illustrates in detail the interlocking arrangement of Figure 6between the hand control and the pedal control, and is a view takengenerally at 88 oi. Figure 6.

Referring particularly to Figure 1, it will be seen that my arrangementis shown as installed in the rear of a bus, with the primary power plantFigure 1 is a schematic view of my invention,

Figure 5 is an elevation-section view of a fricarranged transversely,and the Output drive in the iore-and-aft plane of the vehicle,connecting by a short jackshaft to the conventional d'iilerential gearand axle drive to the rear wheels.

The primary power plant comprises an engine A of suitable type, a clutchC, a clutch D, a turbine type torque-converter T as a variable speedtransmission, a gear assembly R, an overrunning device F, and anaccessory drive mechanism E, all mutually coaxial.

The propeller shaft extends forwardly with respect to the vehicle, anddownwardly, from a point intermediate the engine A and thetorqueconverter unit T, connecting to the conventional differentialgear, as noted.

In Figure 2 the engine crankshaft is shown at I, mounted to rotate driveshaft 2 splined at 3 for slider 4, and splined at 5 for hub 6 and flangefitting 8.

Sleeve 9 mounted on bearings, surrounds shaft land is attached to orintegral with member ID, which-has internal ring of teeth H and externalbevel teeth i2.

The teeth l3 of slider B mesh with H, whereupon member lll is driven atengine speed.

Output jackshaft 60 rotating in bearings iii in casing 20 is fixed to orintegral with bevel gear l4 meshing with gear l2, transmitting the driveof sleeve 9 to the driving wheels of the vehicle, as shown in Figure 1.

Sleeve l5 concentric with sleeve 9 is bearin mounted on shaft 2 and hasaflixed gear l6 and roller clutch race l8, its inner end terminating inturbine element 30, which is the output member of the turbotorque-converter T. The outer roller clutch member 2! is externallysplined at 22, and teeth 23 and spline 24 of sleeve 9 are.

aligned axially and radially therewith. Bridging slider 25 is splinedinternally at 2| so that when.

these teeth are in mesh with the teeth 23 of sleeve 9, the outer member2| of the roller clutch assembly F is released. External teeth 25 ofslider 25 are arranged to mesh also in the leftward position with theteeth 24 of gearbody 29 rotating in appropriate bearings in casing 24;Teeth 21 of gearbody 29 constantly mesh with reverse idler gear 22,which in turn mesh with gear I. When slider 25 is in the right handposition of the figure, the drive from sleeve H is through roller clutchmembers I. and 2| to slider 25, since internal splines 2| are thenmeshed with teeth 22 and thence from slider 25 to sleeve 9, yieldingforward drive. when the slider 25 is in the left hand position, thedrive is through gears Iii-32, gearbody 29, slider 25 and sleeve 9through the describedtoothed elements,

yielding reverse drive, which is obvious from the pairing of thegearing.

The hub 6 is one member of the turbine driving clutch C, and hub 32 isthe other. spllned on sleeve 24, integral with the input or impellermember 40 of the torque converter T.

The blades 50a and 50b are integral with re- .action member 50 attachedto, or integral with casing 20.

The rotation of impeller 40 causes the liquid contained in the casing toimpinge on the blades 3| a against which the liquid is thrown bycentrifugal force from buckets 4| oi the impeller 40. The specializedcontour of the blades 50a and 50b permits the liquid to apply arotational force to output-connected blades SI and 3m mounted in rotorattached to sleeve IS.

The multiplication of torque achieved in the turbine by virtue of thepresence of the reaction members 500 and 50b is a well-known effect,described in U. S. 1,199,359 to Fiittinger, filed June 19, 1906, issuedSeptember 26, 1916; and no invention is herein claimed for thischaracteristic.

It is deemed sufilcient to state that the three elements of the turbinedevice, constitute a multiplier of torque imparting a variable speed tosleeve l5 from sleeve 34 rotating at engine speed.

When clutch C is engaged, the drive of the engine is transmitted tojackshaft Cl through the torque converter T at variable torques andspeeds.

When clutch D is engaged, the drive is transmitted at a fixed ratio fromengine shaft to jackshai't 50; whereupon both members, input sleeve 34and output sleeve I5, of the torque converter T may come to rest, sinceroller clutch F permits sleeve 9 to overrun sleeve I5.

The detail of roller clutch F is shown in Figure 3, and since this typeof structure is well known, no lengthy description of its operation isbelieved necessary in the demonstration of my invention. It is worthy ofnote that the arrangement of the outer member 2|, inner member l8,sleeve l5, and slider constitutes a means for obtaining a full releaseof the roller clutch F when the slider 25 is placed in the reverseposition.- The arrangement permits the saving of power plant length bymounting the transfer control for forward, reverse and neutral drivebetween the toothed ends of the gearbody29.

The inner face of the outer member 2| is smooth, and acts as a race forrollers I! carried in cage 9d rotating with the inner one-way cam memberID. The rollers are biased by appropriate means, for one-way locking ofmembers l8 and 2|. with respect to member It.

The cage |9a has limited lost motion- The neutral position of the slider25 occurs when the teeth 2| are demeshedfrom spline teeth 22o! element2|, partially meshed with teeth 23; but without mesh between teeth26-22.

The detail of one form of clutch D is shown in Figure 4 where slider 4splined at 3 to shaft 2 may mesh its teeth II with teeth ll of bevelgearbody Ill. Inside the overhang of teeth II is located friction ring52, locked to rotate with rgember II, and presenting tapered frictionface Balk piece 53 is splined at 54 to an extension of slider 4, forlimited rotational motion with respect to slider 4; Auxiliary teethi4a--55 cut on slider 4 are spaced to accommodate poppets 58, which areloaded radially by springs 58 in the radial recesses shown. The ponpetsII transmit axial force on slider 4 toward mesh of teeth |3--||, to theadjacent edge of spline teeth 54a of balk piece 53, so that registry ofthe teeth of 54-55 will coincide with release of drag force, permitting-l3-|| to mesh without clash. Additional force is needed to depress thepoppets for completion of mesh.

Piece 53, because of friction contact of its ring 54 with ring 52 at52a, may then rock positively or negatively on the splines 54, so thatteeth 54a of piece 2 will be out of registry with teeth 55, the teethends abutting, preventing further motion toward mesh of slider 4 andteeth II.

If the faster member be the engine shaft l the balking piece 52 willrot: a positively due to friction drag, to set up reje tion of mesh. Ifoutput connectedmember ll be the faster member, in either case there isrejection of mesh until the drag force acting on piece 52 disappears, asit does at synchronism, when the slider 4 may now move, teeth 55 'mayenter spline teeth 54a of piece 53, and also teeth I 3 mesh with teethII,

- Then the whereupon direct drive between shaft I and member II isaccomplished.

During the asynchronous rotation interval of slider 4 and member II, theopposing force condition persists, until synchronism is reached. agforce from ring 52 to ring it disappears, hich because of the release ofthe balking action, permit further free travel toward mesh, therebyallowing teeth |3-|l to complete meshing engagement.

This is described as a form of synchronism responsive mechanism having abalking, or rejection-of-mesh characteristic, wherein the friction andcamming forces are provided to control the mesh motion rather than toabsorb the differential inertias of the engine and vehicle. Thecharacteristic may be described as a friction balking or lock-out actionarranged to permit mesh or reject mesh, according in synchronous orasynchronousrotations of the two members to be connected for unitaryrotation.

It should be emphasized that if the driver allows engine speed to fallon below synchronism before the shifting force is exerted on the slider4, the relative rocking action of balk piece 53 would be reversed, andthe device would reject mesh because of the lag of teeth I! with respectto teeth 54. The operator need therefore only bring the engine speed upto synchronism by depression of the accelerator pedal, whereupon, as

before, thecompletion of mesh is permitted.

As will be seen, this form of synchronism responsive device is neededfor clutch D to operate correctly in combination with the controls forthe turbine torque converter.

The form of clutch 0' shown in Figure 2 is to the clamped outer edge.

When the sleeve 45 is positioned to the right, as in Figure 2, theexternal force applied to sleeve 45 shifts spring 42 through itscritical fiexure position, whereupon the force of the spring is exertedon projection 31, tending to load presser plate 35. Hub 33 carries thedriven element 49 of clutch C to which the customary facing discs 48 areaiiixed. when plate 36 is loaded, clutch C transmits the drive of shaft2 to the input member 40 of the torque converter T, at a given clutchcapacity.

When the external force shifts'sleeve 45 to the left, the spring 42 isanew flexed through the critical position, and its force is dissipatedin holding the presserplate 36 free from load, thus declutching clutchC.

It should be noted that the external force to be applied to sleeve45need only be effective to carry the spring 42 through the criticalmidposition, and that no external force thereafter is needed to hold theclutch C engaged or disengaged. I

External controls for clutches C and D, alternating their engagement,may therefore connect the drive for variable speed and torque throughthe converter unit T, or for fixed ratio or direct drive.

In Figure 5 the clutch assembly D takes the form of a friction clutch,identical in operation with that of the clutch just above described,

and shown as connecting-shaft 2 and sleeve 9. The prime-numberedelements of Figure 5 corresponds to the parts describedabove inconjunction withthe turbine driving clutch C of Figure 2. 4

Referring back to Figure 2, the collar of slider 4 is intersected byfork I0 ailixed to rod II having sliding bearing in casing extensions I2and 12a. Lock ring 13 retains biasing spring 14 which normally urgesslider 4 toward engagement of teeth I3--I I. Rocker lever 15 pivoted onthe casing is arranged to load the slider 4 for disengagement throughpiston rod I5 and piston I26 of air cylinder I25 mounted on the casing20 when air is admitted to pipe I22, to overcome the tension of returnspring I1.

At the right of Figure 2, the casing 20 is shown broken away to disclosethe external control aplied to collar 44 which moves clutch sleevesplined on casing extension 45. Fork 4! pivoted to the casing 20 ismoved by its external lever 41a pivoted to piston rod I32 attached topiston I3I of cylinder I30 mounted on the casing 20. When air isadmitted to pipe I23 and cylinder I30, collar 44 and sleeve 45 are movedtoward the left. When air pressure is released therefrom, return springI33 in cylinder I30 shifts collar 44 and sleeve 45 to the right. Theservo actuation means are shown schematically, and may be so disposed inthe engine compartment space as engineering requirements demand. Thedetail of the servo control system is given further in thisspecification.

. The prime-nume'red elements in the lower half of Figure 5 referytoidentical parts in the control for clutch D of Figure 4, thearrangementfor Figure 5 being identical with that for clutch C of Figure 2.

'Figure 6 describes the remote control system for clutches C and D,whereby the operator may at will select and operate the drive throughthe torque converter, or in direct.

The driver controls consist of a gearshift lever assembly I00 mounted torock longitudinally between three positions, forward, neutral andreverse; and pedal IOI having three operative positions; direct foractuation of clutch D, neutral, and the fully despressed position forputting in clutch C which drives the torque converter T.

The system of the demonstration includes air servo means consisting ofreservoir I02, maintained by the customary air pump I03 and automaticcut-ofi valve I04; air pressure feed pipes I05 and I05 connected to airmain I08, valve assembly IIO controlling pressure to operate the controlfor clutch D; and valve assembly-I20 controlling pressure to operate thecontrol for clutchC, as shown in Figures 6 and 7.

The valve assemblies H0 and I20 are fitted to bores III and H2respectively, in valve casing I09, and are operated by mechanism shownin detail in Figure 7, having external lever H5 and link I I5 moved bylever IIB of pedal IOI. When the pedal IOI is depressed to the torqueconverter" position indicated, lever I I0 swings clockwise from theposition shown; and valve assemblies H0. and I20 admit atmosphere tolines I22I23 and to cylinders I25-I30 in which pistons I26 and I3Islide. As will be seen later, the spring I33 of Figure 2 tends to engageclutch C, establishing drive through the converter T.

When pedal IOI returns to the neutral position shown, valve assembly I20cuts off the atmosphere'from line I23, and applies pressure to cylinderI30 so that clutch C is now disengaged, flexing spring 42 to the leftside of its critical position.- I

Movement of the pedal I 0| to the direct drive position rocks levers II8 and H5 counterclockwise, so that both valve assemblies H0 and I20admit air pressure from line I08 to lines I22-I23 and to cylindersI25-I30. Piston I25 is arranged to permit spring I4 to load the slider 4of Figure 2 toward engagement; or to shift the sleeve 45' of Figure 5toward clutching engagement. Piston I3I maintains pressure on springI33, but spring 42 being flexedto the left of the critical position isnot thereby loaded.

When pedal IOI returns to the neutral position shown, valve assembly IIOcuts off the air pressure from line I05 and vents cylinder I25 and.

line I22 to atmosphere, so that clutch D may be disengaged, through therelieving of load on spring I4 in the instance of the jaw clutch sliderof Figure l; or the action of spring 11', in the case of themodification of Figure 5.

The shifter lever member is pivoted in fitting 9I fastened to the floorof the driver's compartment, and its extension lever 90a is pivoted torod 92 extending to the rear of the vehicle, to bellcrank 93 mounted onthe bulkhead I90. The

other end of bellcrank 93 is pivoted to rod 94 movable parallel to thebulkhead; the rod 94 being in turn pivoted to rocking lever 95 pivotedon the casing 20 of the power plant. The opposite end of lever 95projects into the casing 20 andis forked to operate the slider 25 ofFigure 2.

Tracing out the motion, one will observe that the lever assembly I00rocked counterclockwise exerts a. pull on rod 52, rocking bellcrank 02clockwise, and through rod 54, rocking'lever l5 clockwise. The forkedend of lever 05 then has shifted slider 25 of Figure 2 to reversedriving position. When the lever I50 is rocked clockwise, rod 52receives a thrust, and bellcrank 03 and lever 95 rock counterclockwise;which, upon comparison with Figure 2, causes slider 25 to uncouple thereverse driving gearing 22-25- 2I-I5, and reconnect sleeve 9 with member2I-25.

Since it is desirable that the operator be enabled to compel not onlya'neutral position of slider 25 but also a neutral drive for bothclutches C and D, the lever I is of composite form, being normally heldinnn extended position from the pivot 55 of fitting 5|, by spring 51enclosed in sleeve 00. a

The shifter lever rod 59 fits loosely in a recess of the lever 90, andprojects through the pivot center 55 to the underside of the fioorboard.

Bellcrank 50 pivoted at 0| is shaped at 52 to intersect the movement ofthe end 52 of rod 55.

The pedal IIII is mounted in pivot fitting 54- fioorboard,. at 25.

A bridle or yoke 25 is arranged to slide in an aperture in thefioorboard in a plane intersecting the neutral pedal position at rightangles. Each leg of the yoke 25 is equipped with a roller 85:: sc thatwhen the yoke 55 is pressed upward, the pedal IOI will be positioned atneutral, whether it has been in direct or in the torque convertercontrol positions.

Bellcrank 80 is linked to bellcrank 51 by the short rod 55, and 51terminates ina cam foot I'Ia which intersects the motion 01' the rod endof yoke 05. Spring 09 bears against the fioorboard fitting I4 andagainst cam foot 5111 so that, normally, the pedal is free to movewithout interference by the bellcrank 51.

Whenever the driver depresses the knob 29a and rod 55 to compress spring51, the above described bellcrank system becomes active, spring 55 isalso stressed, so thatunless the pedal III is already in the "neutral"position, the resulting clockwise rocking of the bellcranks 20 and 51will shift the yoke 25 to neutral-compelling position.

It is realized, of course, that the previously described valve motions,in connection with the control movements of the pedal III will thereforeensue. when the shifter lever assembly III is manipulated as abovedescribed. 7 Figure 7 provides a sectional detail describing a specificform of valve mechanism used herewith as an example of the principles ofthe invention.

At the left the valve casing I05 is equipped with nipple I40 joined topipe I55 leading from the pressure source. Dumbbell valve I held byServo port I" connects to line I22, and to cylinder I of the directdrive clutch D.

When the valve I45 is as shown in Figure 7, spring I 5I is active, camIE0 is out of the way, air pressure in line I05 seals port I45 withdumbbell valve I4l assisted by spring I42, and the servo line I22 andcylinder I25 are vented through port I", passage I42, port I49 and portill.

When cam I00 stresses spring I5I, shifting valve I45 to the leit, portI4! is out of registry withport I50, and ground seat I52 intersectsvalve I4I, unseating it, and admitting air pressure from line I05 andnipple I40 to port I41 and line I22. As has been noted, this positioncorresponds to the shift from neutral to direct drive" of pedal III,which through the linkage II8--II5-II5, rocks shaft I5I and cam I50, tomove roller I46 and valve I45.

Similarly, in description oi! valve assembly I20, valve I55 in bore II2of casing I0! is equipped with roller I55, has central port I55communicating with port I59 and carries ground seat I52 held by conicalspring I52. Dumbbell valve I54 is normally loaded by spring I55 to sealpressure port I55 connected to nipple I51 of line I23, and is unseatedat full stroke of valve I55. Atmospheric port I68 in casing I09, mayintersect port I55 of valve l55; and vent servo port I51, line I23 andcylinder I of the torque converter clutch C. 7

When the valve I55 is as shown in Figure 'I, the cam I50 is active,spring IE5 is compressed, ground seat I52 has intersected the dumbbell.valve I64 sealing off the central passage I50,

opening pressure porting I05 to the servo line I23, and the annular portI59 has shifted out of smallspring I42 normally seals port I42 in casingI05.

In description of the valve assembly III, bore III is occupied by valvebody I having pivoted roller I45 at its right end. The valve I45 iscentrally drilled at I45 and communicates with annular port I45 whichmay intersect atmospheric port I55 cut in casing I05. The hardened seatI52 is held on the spindle end ofvalve I45 by conical spring I5I whichnormally acts to cause valve I45 and roller I45 to follow cam Ill.

Tapered seat I52 at valve I45 may be sealed by the adjacent end of 'thedumbbell valve I at full stroke.

registry with the atmospheric port I50. In this position, the conditionscorrespond to the positioning of pedal'ifll at neutral drive.

The contouring of the cam I is such that when the clutch C is engaged,as when pedal IOI is in torque converter" position, that is, fullydepressed, both valves I45 and I are positioned for atmosphere to enterboth cylinders I25 and Ill; when it is in "neutral position, valve I45admits atmosphere to cylinder I25, but valve I55 admits reservoirpressure to cylinder I20; and when it is in the direct drive position,both valves I45 and I55 admit reservoir pressure to both cylinders I25and I30.

In the case of the modification vof Figure 5 where the jaw clutch ofFigure 4 is replaced by the friction clutch for direct drive, the sleeve45, which stresses spring 42', is arranged so that when servo pressurein cylinder I25 is exerted.

the spring 42' is positioned to flexibly load projection 31' of pressureplate 25. When the air pressure is relieved, spring 'Il' may overcomethe force of 42' and disengage the clutch D.

When the operator is driving the vehicle in direct drive, the airpressure is therefore maintaining the sleeve 45' of the clutch D inengaged position, and clutch C is disengaged. If there bev a demand foracceleration at a lower speed ratio than 1 to 1, the operator willdepress pedal III to torque converter position. Valve I45 first cutsoil? the servo pressure from cylinder I25, as the pedal IOI passesthrough "neutral position; and spring 42 being shifted by spring I22,flexes away from the presser plate 55', and clutch D becomes disengaged.

When the pedal reaches the "torque convert er" position, valve I55 movesto cut oi! servo pressure from cylinder I30, which vents to atmechanismeffective when in one position to cause the establishing of torqueconverter drive,

mosphere, and spring 42 of clutch C is shifted so as to load the presserplate 36, and thereby establish drive through the clutch plate 48 andthe torque converter T of Figure 2. I

The relative biasing shown for the clutches for engagement anddisengagement is believed to be novel, providing advantages in smoothoperation, safety and the ability to maintain operation regardless offailure.

Further modification may be made of the relative action of the clutchcontrol members with respect to the inherent characteristics-of the discspring actuating clutch controls, without departing from the scope of myinvention.

In order to assure the shifter mechanism moved by the operator's control99 from wrong motion, the shifter mechanism is interlocked, so that theball 99a and rod 99 must be depressed for each shift among forward,neutral or reverse.

The sectional view of Figure 8 shows lever 90a movable with the rockingshifter motion of rod 99 as shown by the arrows. On the inner face oflever 90a is welded guide key I10. Pad 82 of lever 80 moves in an arc tointersect key I10, and notches IHR, FUN, and IF respectively, are thepositions occupied by the tongue of the key H when-the handleverassembly 100 is placed in the reverse, neutral and forward positions.

The lever assembly I00 cannot be rocked through these positions untilgearshift ball 99a and rod 99 are depressed sufficiently to swing lever80 and the notches of pad 82 clear of the key I10.

When the new shift is accomplished, the spring 89 returns the lever 80,pad 82 and notches to locking position. This simple interlock isbemembers or to render them inoperative, a plulieved an improvement overthe customary poppet locking means.

The preceding description is believed to encompass a number of novelfeatures, among which are the synchronized direct engine coupling ofFigures 2 and 4, the related control motions of the shifter mechanismwhich alternates drive between clutches C and D, the novel arrangementof the friction clutch loading and unloading means in conjunction withthe alternating control, and the free release mechanism involving theone-way clutch whereby the turbo-driven element may be brought to rest.

From the foregoing, it is apparent that a number of related noveltiesembodying invention in combination are herewith disclosed. Changes inthe specific arrangements and forms of the structures may be madewithout departing from the spirit and scope of my invention, saidinvention being limited only by the scope of the appended claims.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent is: I

1. A servo system for controlling a torque converter drive assemblyembodying clutching means having movable clutch elements and includingtwo cylinders, two separate pistons movably disposed in said cylinders,arranged when actuated by servo fluid pressure to release drive from oneclutch element of the torque converter assembly while shifting drivedirectly to a clutch element connected to a load shaft, a valvemechanism arranged to deliver fluid pressure to said pistons effectiveto cause by actuation of said pistons the establishing of direct driveby the second of said clutch elements and the release of drive throughthe torque converter by the first named of said clutch elements, and acontrol for said valve between said pedal and said mechanism effectiveand when in another position thereto to cause the establishing of directdrive.

2. In combination, an infinitely variable fluid transmission coupling apower and a load shaft,

including means to drive in direct between said shafts and means toestablish drive between said i-ality of control elements for said servomeans adapted to compel said members to assume drive establishing anddisestablishing positions such that said direct drive and saidtransmission drive means are made active and inactive, interlocking handand foot control mechanism for said elements including a hand controland a foot control arranged such that in one position of the said handcontrol the said foot control is inhibited from affecting the action ofsaid elements.

3. In combination with an infinitely variable fluid transmissionyielding a range of torque converter multiplications, drive-establishingmeans for said transmission, fluid pressure servo means arranged toestablish drive through said transmission, to disconnect drivetherethrough, or to establish drive separately from said transmission byselective actuation of said drive-establishing means, a valve mechanismoperative upon said servo means having three positions corresponding todrive by said transmission, to disconnection of drive and to directdrive, a control pedal for said mechanism, and controlling meansconnected to said valve responsive to. sequential positioning of saidpedal effective to establish successively fluid transmission drive,neutral and direct drive.

4. In controls for power transmission devices, in combination, anengine, an engine shaft, a load shaft, a jaw clutch coupling meansadapted to .connect said shafts directly at synchronous speeds thereof,a torque-multiplying fluid torque converter arranged to transmit drivebetween said shafts, a friction clutch adapted to connect an element ofsaid converter to said first named shaft, and remote control mechanismfor both said clutches effective when in one position to causeengagement of one while enforcing disengagement of the other, andeffective in a second position to cause engagement of the other whileenforcing disengagement of the first named Clutch. 1

5. In vehicle power transmission control devices, in combination, acontrol pedal movable to three operating positions, a driving and adriven shaft, a fluid turbine device arranged to multiply driving torqueand having output, input and reaction elements, friction clutch meansadapted to connect the said input element with said first named shaftwhen said pedal is moved to its first position, additional clutchingmeans adapted to connect said shafts when said pedal is moved to itsthird position, actuation mechanism connected to both said clutch meansoperative to establish alternate drive thereby, and connecting linkageto cause disengagement of both of said clutch means when said pedal ismoved to its second position.

6. A servo system for controlling a torque converter drive systemembodying clutching means having movable clutch elements and comprisingtwo cylinders, two separate pistons movably disposed in said cylindersarranged to establish drive to one clutch element of the torqueconverter drive system or to, shift drive directly to a clutch memberconsisting of a plurality of control elements adapted to assume driveestablishing and disestablishing positions; means to drive in directbetween said power and a load shaft, means to establish drive betweensaid shafts through said transmission, fluid servo means made operativeand inoperative by said elements whereby said direct andsaidtransmission driving means are made active and inactive, and aplurality of interlocking control members connected to control theoperation of said elements effective in one arrangement thereof to causerelease of drive by said first two named driving means.

8. In combination with an infinitely variable fluid transmissionyielding a range of torque converter multiplications, drive-establishingmeans for said transmission, fluid pressure servo means arranged toestablish drive through said transmission by selective actuation of saiddrive-establishing means, to disconnect drive therethrough, or toestablish drive separately and independently from said transmission; avalve mechanism including a plurality of valves operative upon saidservo means and movable into a plurality of positions for controllingthe action of said fluid pressure servo means, and a sequentiallyoperative manual control for said mechanism adapted to shift saidmechanism through successive positions for establishing drive throughsaid transmission, disconnection of drive, or direct drive.

9. In controls for power transmission devices, in combination, 'anengine, an engine shaft, a load shaft, a positive law clutch couplingmeans adapted to connect said shafts directly, a torquemultiplying fluidtorque converter arranged to transmit drive between said shafts, afriction clutch adapted to connect an element of said converter to saidfirst named shaft, and control mechanism for both said clutcheseffective when in one position to engage one while enforcingdisengagement of the other, and effective in a second position to engagethe other while enforcing disengagement of the flrst named clutch.

10. In vehicle power transmission control devices, in combination, acontrol pedal pivoted to move to a plurality of operating positions, adriving and a driven shaft, a fluid turbine device arranged to multiplydriving. torque and having output, input and reaction elements, frictionclutch means adapted to connect the said input element with said firstnamed shaft when said pedal is moved to one position, additionalclutching means adapted to connect said shafts directly when said pedalis moved to another position, control mechanism connected to both saidclutch means operative to establish alternate drive thereby, andconnecting linkage between said pedal and said mechanism effective todisengage both of said clutch means when said pedal is moved to adifferent position than the first two named positions.

11. In motor vehicle drives, in combination, an engine shaft, a loadshaft, a fluid turbine arranged to couple said shafts, a direct drivecoupling mechanism adapted to couple the said shafts when the couplingof said turbine is rendered inoperative, said mechanism embodying a jawclutch effective totransmit torque between said shafts, balking meansincluded in said mechanism for preventing driving engagement of said jawclutch at asynchronous speeds, and for permitting driving engagementthereof at synchronous speeds, and control means operative to initiateaction of said balking means prior to final driving engagement of saidjaw clutch, and operative to render the coupling of the said turbine atthe same time inoperative.

12. In motor vehicles, in combination, a fluid torque converter drivecomprising driving and driven members, a fluid turbine transmissionhaving input, output and reaction elements and adapted to couple saidmembers, clutching means arranged to connect the input and outputelements of said transmission to said driving and driven members,additional clutch means -arranged to connect the said members when saidclutching means are disconnected from said elements, said additionalclutch means including a self-synchronizing jaw clutch the mating partsof which rotate with said driving and driven members, respectively; andcontrol means for said clutching means and said additional clutch meanseffective to cause said clutching means to drive while holding saidadditional clutch means disengaged, and effective to initiate the actionof said additional clutch means for engagement while causing drivedisengagement of said clutching means. I

HANS SCHJOLIN.

